WEBVTT 00:00:00.000 --> 00:00:03.259 For nearly a decade, the disappearance of Malaysia 00:00:03.259 --> 00:00:07.259 Airlines Flight MH370 has challenged investigators, 00:00:07.799 --> 00:00:11.800 engineers, and analysts around the world. Satellite 00:00:11.800 --> 00:00:14.419 communication data provided important clues, 00:00:14.900 --> 00:00:19.179 specifically burst timing offset, or BTO, and 00:00:19.179 --> 00:00:23.359 burst frequency offset, or BFO. But traditionally, 00:00:23.739 --> 00:00:26.160 these signals have been treated as isolated data 00:00:26.160 --> 00:00:29.500 points, used only to define large geographic 00:00:29.500 --> 00:00:33.659 search areas. What you're about to see approaches 00:00:33.659 --> 00:00:37.159 the problem from a different perspective. Instead 00:00:37.159 --> 00:00:41.420 of using BTO and BFO simply as positional constraints, 00:00:42.140 --> 00:00:44.960 this system treats them as a dynamic measurement 00:00:44.960 --> 00:00:48.600 framework, one capable of reconstructing how 00:00:48.600 --> 00:00:52.320 the aircraft was actually moving. Not just where 00:00:52.320 --> 00:00:56.350 it might have been, but how it got there. This 00:00:56.350 --> 00:00:59.090 method, signal -derived motion reconstruction, 00:00:59.689 --> 00:01:02.990 combines signal physics, Doppler behavior, and 00:01:02.990 --> 00:01:07.150 aircraft maneuver geometry to isolate the flight 00:01:07.150 --> 00:01:10.489 path that satisfies all constraints simultaneously. 00:01:11.730 --> 00:01:14.329 Rather than starting with assumptions about geography, 00:01:14.890 --> 00:01:19.049 we begin with the signals themselves. And as 00:01:19.049 --> 00:01:22.129 you'll see, the aircraft's motion is not drawn, 00:01:22.569 --> 00:01:26.969 it emerges. What you're seeing here is the full 00:01:26.969 --> 00:01:31.409 Doppler shift, which can span large values, positive 00:01:31.409 --> 00:01:34.769 or negative, depending on how the aircraft is 00:01:34.769 --> 00:01:39.590 moving relative to the satellite. But the system 00:01:39.590 --> 00:01:42.909 we're using doesn't rely on the full range of 00:01:42.909 --> 00:01:46.250 that signal. Instead, it applies a controlled 00:01:46.250 --> 00:01:50.450 window, a set of internal guard rails, that focuses 00:01:50.450 --> 00:01:53.329 only on the portion of the Doppler shift that 00:01:53.329 --> 00:01:57.950 produces stable, continuous motion. So even though 00:01:57.950 --> 00:02:01.209 the raw signal might show large frequency changes, 00:02:02.030 --> 00:02:04.450 the directional system operates within a much 00:02:04.450 --> 00:02:08.889 smaller band. From turn to signal constraint. 00:02:10.289 --> 00:02:12.710 One turn, physical motion, what the aircraft 00:02:12.710 --> 00:02:16.530 is doing. The aircraft does not change direction 00:02:16.530 --> 00:02:19.870 instantly. It moves through a continuous curved 00:02:19.870 --> 00:02:23.930 transition with a measurable midpoint. That midpoint 00:02:23.930 --> 00:02:27.389 is not just geometry. It is where motion, timing, 00:02:27.669 --> 00:02:30.729 and signal begin to align. The turn is smooth, 00:02:31.310 --> 00:02:35.969 continuous, and constrained. No jumps, no discontinuities. 00:02:37.250 --> 00:02:39.490 What you're looking at here is not a flight path 00:02:39.490 --> 00:02:42.430 yet. It's the validation system behind the flight 00:02:42.430 --> 00:02:45.680 path. This image shows how an aircraft's position 00:02:45.680 --> 00:02:48.819 is constrained and verified using two independent 00:02:48.819 --> 00:02:53.300 satellite signals. BTO, burst timing offset, 00:02:53.740 --> 00:02:57.280 gives us distance. BFO, burst frequency offset, 00:02:57.539 --> 00:03:01.819 gives us direction and motion. Start with the 00:03:01.819 --> 00:03:07.180 foundation. The rings. These circular rings you 00:03:07.180 --> 00:03:10.419 see, those are BTO distance constraints. Think 00:03:10.419 --> 00:03:14.080 of them like guardrails. Each ring represents 00:03:14.080 --> 00:03:17.780 how far the aircraft is from the satellite. The 00:03:17.780 --> 00:03:20.139 aircraft must stay on one of these rings at any 00:03:20.139 --> 00:03:24.539 given time. There's no guessing here. This is 00:03:24.539 --> 00:03:27.759 physics -based timing. So right away, we've locked 00:03:27.759 --> 00:03:31.719 the aircraft into a fixed -distance zone. Add 00:03:31.719 --> 00:03:35.680 motion. The Doppler band. Wrapped around the 00:03:35.680 --> 00:03:39.800 outside, you see this color band. Blue, moving 00:03:39.800 --> 00:03:43.669 toward the satellite. red moving away from the 00:03:43.669 --> 00:03:48.409 satellite. This is your Doppler shift, BFO. This 00:03:48.409 --> 00:03:51.449 tells us not just where the plane is, but how 00:03:51.449 --> 00:03:54.669 it's moving relative to the satellite. What you're 00:03:54.669 --> 00:03:57.569 looking at here is the aircraft's heading mapped 00:03:57.569 --> 00:04:00.289 directly against the Doppler signal. This is 00:04:00.289 --> 00:04:03.449 where motion becomes measurable. At takeoff from 00:04:03.449 --> 00:04:07.409 WMKK, the aircraft is pointed at 320 degrees. 00:04:07.770 --> 00:04:10.250 That direction isn't just a heading on a compass. 00:04:10.509 --> 00:04:13.189 It's also a direction relative to the satellite. 00:04:14.509 --> 00:04:19.470 Now here's the key. The BFO value, negative 114. 00:04:20.009 --> 00:04:22.430 Hertz tells us the aircraft is moving away from 00:04:22.430 --> 00:04:25.949 the satellite. So what this image is doing, it's 00:04:25.949 --> 00:04:29.529 locking those two ideas together. The compass 00:04:29.529 --> 00:04:34.189 heading, 270 degrees. And the Doppler shift, 00:04:34.670 --> 00:04:36.009 negative 140 Hertz.